Automotive power actuated transmission means



Feb. 19, 1935. A. c. PETERSON' 1,991,513

AUTOMOTIVE POWER AGTUATED TRANSMISSION MEANS Original Filed May `1'7, 1927 2 Sheets-Sheet 1 A\\ d I l is iz &\\\\\\\\\\\\\\\\\\\\\\\\\\\\\\ n Eze-1 i Feb. 19, 1935.

A. QPETERsoN AUTOMOTIVE POWER ACTUATED TRANSMISSION MEANS Original Filed May 17, 1927 2 Sheets-Sheet 2 tomotive power actuated transmission-means. 1

The principal objects/of my invention arefto; provide avariable transmission meanswhich shall. be simple-in construction, simple in. operation;

y Patented Feb. 19, 1935 AUTQMQTIVEPQWER,AfACfrAff 7 TRANSMISSION MEANs f fi Adolphe o. Petersen, Mmaesp'plisyma.

V Application Mayu, iszmseriaiivo. 192,14@ f Renewed Julyf11.`1 934 l h Claimsr (12174-59)A v My invention relates Yto transmission means and particularly to a transmission,means,whichV is adapted to automotive vehicles and lwhich power actuated and'which therewith is called au:

or control and durable in use and which shall have certain ad-va'ntag'esiinthel use thereof-L The invention has particularlyin its useamore eflicient and'speedy change from one transmission toV another, is operable without any V difficult and complicated movements bythe operator, is simple' in its-'method of changing gears, is positiveand quick in its change fromone gear set to another, is quickly restora-bleto itslo-wer gear ratio, and' in particularis aksimple 'and` Veiiicient method of using theenginesv power in accomplishing the changefrom one gear-set to another. `In general the device is an improved' automotive vehicle transmission adaptable for motor cars, busses, trucks and rail cars particularly.

. The principal devices andcornbinationsof devices comprising my invention are as hereinafter described arrd-.aspdeiined in the claims.A In-l the accompanying drawings which illustrate my inventionV lfike,lcharact ersj refer` to -like parts throughoutthe severallviews.

Referring tothedrawings: 1 e 1 Figure 1 isa View chiey in vertical `section `on a planegpassing through the axis of thetrans-` mission shafts and gears of a transmission embodying myetdevice, some parts being vshown in i ful-l side elevation,- this section being on the line I--I of the other views where applicable.Y

Figure 2 isa cross section on the line I-I-'II of Figure 1- looking from. left of Figure 1.

Figure A3 is a cross section onthe line III-IIL of Figure 1 looking from right of Figure 1. Y K Figure 4 is a View ofthe so-called lockingfunit looking `from the right of FigureV 1,*this being a detail View. l

Figure 5 is a View in cross section von vthe line V-V of Figure .1. looking from right of Figure l.

Figure 6 is an enlarged detail View of the parts 56,62, and :G5-particularly this being awpartialsection on theline II-IIof Figure'l,` looking from left of.V Figure l. Y

. Figure lis a detail-cross sectional View looking from the left of Figure 1,- showing a mod-ined form of engagement means. Y

Referring again tothe drawingsthe numeral 1 indicates a. transmission gear bei;y constructed of iron or any metal preferably, and of the usual form or approximately so. The gear box 1y has bearings formed- .integrally with ite as shown wherein the other f parts hereinafter described;

are revolvably mounted. In the' upper portion'v terv two, the 4bearing primary shaftg-2 jwhiclris in the greater portion offlits lengthin thegform'of a tubeas shown. The primary shaft =2 has rotatably mounted upon it, that is; freely mounted upon it,` a low gear 3, which is a A,spur gear, and amidd-le or intermediate gear, alsoa spurfgear, 4. The primary shaft 2 at itsrear' end passes into and rotates in ai'propeller shaft 5 as a bearing. The propeller shaftV 5 has Y securely xedto it a'spur gear-6 and a sprocket wheel 7,"ther e being a bearing Sbetween the latbeing fixed 0r secured in thegear box 1.-

The lowgear 3 is in constant mesh with a larger spurgear 19g-,and the intermediate gear 4 also is .inv constant VVmesh with a spur gear 10, and the spur-gear 6 is in constant mesh with a-spur gear 11, and the `sprocket Wheel 7 is in constant train Withfa. sprocket Wheel 12 by means of a Y sprocket chain 13. The spur gears9 and l() are preferably Yconstructed* integrallyV with ashaft 14` whereby theshaft 14 and its said two spur gears constitute a secondary shaft revolvably mounted inbearings in thegear box 11belo-W the primary shaft as shown.v Thesprocket wheel 12 andV the spur Vgear-1l1 areeach of them freely,-

that rotatably, mounted-on theshaft 14 but,` Ithey may be either of them separately clutched extreme portionr ofits movement a dog-clutch 19 t in spur gear 11 and. inthe other extreme end of its movement may.engage` a dog clutch 20 inthe sprocket Wheel 1- 2'. Thus the :shaftlfiA may` be engagedby etherthe spur gear 11 or the-sprocketwheelr12with the propeller shaft 5 but not by both inunison or if the ydouble dog clutch 15 is in the intermediate position, these connections are in neutral. v

The spur gears on. the primary shaft 2 are separated by oollarsm21` so that they keep theirv proper position. The primary shaft2 at. its front endhasintegrally formed with it Or `secured rmly to a'flange or wheel-:like structure 22 which bears xedin it at diametrically opposite pointsv twoA inwardly pointing or depending pins 23, so called resisting units or deterents, each ofwhich mustbe-relatively strong sov that they take the driving load.Thesepins 23 are adapted Vto be engagedby the-so-called'bars-24 and the so^called dog faces 25 of a locking unit 26. There is one set ofbars and dog faces foreach pin 23, and the arrangement is such that eachdog face with a relatedsdog facediametrieally opposite constitutes one stepl inxrotational engagement with Vthe pins 203, as hereinafter described; The locking' unit' 26'l isglocatedslidable axially-upon a; sci-called clutch and cam shaft 27, a key 28 providing means whereby the locking unit 26 is rotationally engaged xedlywith the clutch and camshaft 27. The clutch and cam shaft 27'at its vrearend passes axially through the primary shaft 2 and is mounted in the latter as a bearing, as shown. At its forward endthe clutch and camshaft Y27 is rotatably mounted in the rear end1of-an en' gine crank shaft 29 as a bearing and bears approximately at that end a thinV plate clutch 30 which is stationed and engag'edbetweenaflywheel 3l on the forward sidev and on its rear side a plate 32. The plate 32 has a geared orserrated edge 33 by means of which it is constantly engaged with a similar or counterpart gear face 34 in the innerV side ofthe flywheel rim 35, in such manner 'that the plate'32' maybe moved axially of the flywheel to engage theV clutch plate 30 be tween it and the flywheel 31;- The flywheel rim bears radially inwardly extending a'washer'or ring plate 36 'whichhas bearings 37- in which clutch levers 38 are fulcrumed in such way that the inner ends of thev clutch levers 38 are engaged on the rear side bythe flange 39, the latter being formed integrally with the locking unit 26'. The outer ends of the clutch`le'vers38 Ae'xtend'into related pairs of coil vspring lifters, these pairs, being eachrrelated to oneiclutch lever 38y andbeing each comprised of an inner lifter 40 andan outer lifter 41. lift an inner coil` spring 42 against'or to compress it against the washer plate 36 and the outer lifter 41 is adapted to lift orcoinpress an outer coil spring 43 against thewasher plate V36.` lThe outer ends of the cluteh leversextend as shown through slots in the ends ofthe lifters and the relation and length offtheslots issuch in each pair that the endsof the clutchVV levers in a declutching movementV first engage the inner coil spring lifter and thereafter, 'after the related spring has been lifted from engagement, engages the outer coil'spring lifter. `This relation is theA so that thus in the declutching movementgof the locking unit, which'is `a forward movement vthereof, rst all the inner coil springs 42 are disengaged and as a succeeding step all the outer coil springs 43 are disengaged-0r compressed from k engagement or pressure on the'plate32.` The lifters on their forward ends have heads 44 and4 45, respectively, as shown. The relative move*- ment is such therefore that the plate may first be relieved from the ,pressure of the inner coil springs 42 and thereafter as a succeeding step in the release may be relieved from the pressure of the outer coil springs 434. Thus the clutch plate 30 may be subjected to aheavy orcomplete engagement pressure and may be subjected'to a lighter or slippage engagement. The'latter engagement must 'be just sufcient so that it will at all times procure just enough'transmission of torque from the engine crank shaft to the clutch and cam shaft 27 to effect the gear engagement` transition as hereinafterdescribed. 'I'hecomplete engagement must be sufficient so that the full torque of the 'engine crank shaft nia-ybe transmitted withoutslippage. v 'A The locking unit 26 has/collars 46, 47-formed' integrally, between which av disengagement `collar 48 is mounted, ythe latter being movable by a pedal' lever 49'v engaging therewith by pins 50.

The inner lifter v40 is Aadapted tov The parts have such relative movement that when the clutch levers have been moved sufficiently so that theinner-coil springs 42 are lifted and that 1 42k and 43 have been all lifted, and the` clutch.

plate 36y isv completely disengaged, thatboth the dogfaces 25 and the bars 24 have been moved forward out of the plane of the pins 23 and so` that therefore in this. condition thepins 23 are freed fromboth the bars 24iand dog faces 25.and the primary shaft freed utherefore from this en- "gagement mayrotate forwardlyv that is,"in` the .Y

clockwise direction looking fromvth'efrightof Fig-A ure 1 relativeY to the clutch and cam" shaftV 27Y under the urge or impelling effect of' a coil spring 51 to its initial or so-called starting position. 'Orr converselyv stated, 'when theV clutch plate 30 is completely disengaged, the clutch and cam' shaft 27 will befreed torotateV relatively to the primary -shaft 2 in the .anti-clockwise' direction,

proper starting point. The coil spring 51'* is'fas shown placed axially iin a bore in' thei-ear end of the clutch and' cam shaft-27l and at'its forward end is xedin the clutch andcam shaft as shown' and at its rear end is fixed' in the rear A`end ofthe primary shaft jand has such relativelt'ension or effect that when the clutch"and cam shaft isunf der the engine'torque through partial engage#y ment of the clutchV plate 30, rotated forwardly u Y V that is, in the clockwise direction' looking from therright of Figure 1 relativeto the primary-shaft the coil spring tension will be increased' and fso that under complete disengagement" of clutch@ plate 30 when the locking unit releases the'pri-V mary shaft the latter will be impelledforwardly relative to ythe clutch and camshaft, the move-l y ment then being limitedl however by the-key 52;

The clutch and cam shaft has one cam face 53 related to the spur gear 3, another cani face 54k related to the intermediate gear 4 and another '55 Y.

55 related to the spur gear 6, each cam face being so located that it is in the same rotational plane. as the spur gear. The primary shaft '2 hasfulcrumed in it in its sides pairs of driving lugs, each pair being related to Vone Aspur gear 3", 4, or 6 and each pair being in the planeof ownecam face', 53, 54, or 55. These pairs of' driving lugs, one pair designated as 56, one y'as 57,v and one as 58, are so fulcrumedin the side 'wall lof vthe pri-v mary shaft tube 2 thatthe lugs of any pairV may be radially outwardlyV raised'to engage aurelated ratchet gear face 59, 60,61 respectively inthe related gearsr3, 4, or v6. These pairs of driving.-

lugs have on their ends interiorly of the primary shaft cam engaging'knobs, those 'related topair 56 being designated as '62, which are adaptedj to 'engage their relatedl cam faces. These pairs Y of driving lugs have `related pairs of small leaf springs, those related tol pair 56 beingv desig-` natedr as 65, which respectively' tend to elevate their related driving lug intouengagement' with. 75?5' its or their relatedratchet gear faces59, 60, 61. The cam faces are so related to the knobs that the cam faces in all positions of the clutch and cam shaft, rotational, relative `to the primary shaft, engage the knobs and therefore keep the related driving lugs depressed, that is disengaged, except when the clutch and cam shaft 27 is in the position as fixed by locking unit 26 which corresponds to the predetermined position for engagement of the respective gear 3, 4, or 6. The engine crank shaft is related and driven by an engine 68 which latter is illustrated by its extreme rear end- In the use of my device,'the engine crank shaft is driven as usual in automotive vehicles by the engine 68 and the propeller shaft is adapted to drive the wheels of an automotive vehicle or any device required to be driven and where flexibility in the driving torque is a requisite. In the neutral position of my transmission the dog clutch 15 is disengaged from either the spur gear 11 or sprocket wheel 12 and the locking unit 26 is in such posi-l tion that the dog faces 25 are rotated rearwardly that in the anti-clockwise direction looking from right of Figure 1 relative to primary shaft 2 whereby the driving lugs related to low gear 3 are elevated and the other driving lugs depressed. Thereby the engine crank shaft may convey no power driving effect to propeller shaft 5. If now it is desired to procure driving of the propeller shaft V5, YtheV operator first, for forward driving moves dog clutch 15 to engage with spur gear 1l whereby the shaft 14 becomes engaged with the spur gear 6 and thus with shaft 5. The operator has4 however, prior to this depressed the pedal lever 49 to fully disengagethe clutch plate 30 that is so that both the inner and outer coil springs are lifted from engagement or pressure. The primary shaft 2 is thus in this preliminary released condition of clutch plate 30 free to move forwardly Vthat is. in the clockwise direction looking from right of Figure 1 relative to clutch and cam shaft and when dog clutch 15 is engaged with spur gear 11 the engine clutch-30 is disengaged. The operator may now permit clutch 30 to be fully engaged by releasing pedal lever 49 and by this movement drive through spur gear 3, spur gear 9, spur gear 1l and spur gear 6 is effected. The operator may permit this to continue until some speed is attained or as long as he desires or he may immediately after theV first full engage-- ment of clutch 30 (by whichthe first bar 24 lis passed and the first dog face 25 reached by pins 23) again partially depress the pedal lever49 so that the inner coil springs 42 arehdisengaged and by this movement he has caused pins 23 to be rey leased from the rst dog face to the second pair of bars 24 and may then permit lever 49 to fully elevate again ,whereby pins 23 are permitted to pass from second pair of bars 24 to second pair of dog faces 25, and in this position the driving lugs related to spur gear 4 are elevated and the driving lugs related to spur gear 3 depressed. He may permit this condition to continue or he may immediately again partially depress the pedal lever 49 so that inner coil springs 42Vare again lifted and by this partial disengagement'inovement the pins 23 are permittedto pass from second dog faces 25 to third bars 24 andY if then pedal lever 49 is again fully elevated for full engage,- ment, the pins 23 are then permitted to pass from third bars 24 to third dog faces 25 and inhthis last or final and direct engagement position, the driving lugsare all depressed except that the induced through the operation of the engineV torque under partial engagement `of the clutch 30, whereby under the changing movement, the clutch and cam shaft 27 moves in the clockwise direction looking fromright of Figure 1 against tension of spring 51 successively in each step of the transition until the movement is barred by the engagement between locking unit 26 and pri'- mary shaftZ through the faces of locking unit 26 and pins 23. In all of these passingor transition movements the pedal lever 49 is neverV fully disengaged but the operatorvery readily feels the point where the full disengagement of the outer coil springs is about to commence and he can therefore Vvery properly and easily gage the pedal movements correctly. In these transition movements, the partial engagementv of the clutch plate 30 by light outer coil springs 43 is sufficient to cause enough torque upon the clutch and cam shaft 27 so that the latter is tended to be forwardly rotated that is, in the clockwise direction'looking from right of Figure 1 relative to the primary shaft and therefore the camfaces are caused to pass intotheir next forwardly progressive position relatively, and'by the same progressive movement the coil spring 51 is given fur# ther tension. In these transition movements the driving lugs which are at any time engaged are alwaysV permitted free engagement but may overrideA or overrun their related ratchet gear until the clutch and camshaft has moved forwardly so that the next succeeding driving lugs have become elevated and-engaged, but the cam faces are such that immediately the succeeding driving lugs have become engaged in the so-called upward rnovement,v the lower driving lugs become depressed and therefore positively-disengaged.- The springs related to the driving lugs procure this effect. If now the operator may again desire a lower gear engagement he completely disengages the clutch 30 whereupon the locking unit 2S with the clutch and cam shaft 27 is permitted full rearward movement relatively to clutch and cam shaft 27 and therefore the pins 23 are brought back to position Where they engage the first bars 24 and thereupon first dog faces upon reengagement of the clutch 30. Thus any position of engagement for forward driving is procured by merely depressing the pedal lever 49 partially or fully. For reverse driving the operator fully declutches lever 49 and then moves dog clutch 15 to disengage gear 11 and engage sprocket wheel 12 and then permits the lever 49 to elevate enengagement of a higher gear than gear 3.

4 method shown is shown for the sake of simplicity in the drawings. Y

v`In any of the transition `movements since the lower lgear drive is first engaged and then a higher or direct drive engaged the spur gear 3 or 4 which is lower will, as soon as the higher gear is engaged, Arotate faster than .the primary shaft 2, and thereby the lower gear which is sov superseded will overrun on the driving lugs related to it until the driving lugs related have become depressed by the further forward rotational movement of the clutch and cam shaft 27. The cam face must procure this relation whereby always in passing upwardly one of the drivesA will be engaged so that there will therefore always be some tension between the propeller shaft 5, and the clutch and cam shaft, that is whenever either the clutch 30 is fully engaged or partially'engaged. But whenever the clutch 30' is full disengaged, that is when both inner and outer'coil springs are elevated or brought out of contact with the clutch plates the coil spring 51 is then strong enough to procure forward rotational movement of the primary shaft or conversely rearward rotation of the clutch and cam shaft relative to the primary shaft 2. If the operator desires to continue driving in low gear but to declutch clutch 30 fully he may fully disengage clutch 30 and by so doing the effect of the coil spring 51 is to keep the primary shaft 2 in the position for low speed reengagement when the clutch 30 is again fully engaged. Al-Ie may at any time progress to a higher or direct drive by partially depressing the clutch pedal either once or twice quickly after having once fully depressed the clutch pedal. If he fully disengages from direct drive, he may reengage direct drive by two quick partial disengagements. Clutch and cam shaft preferably would be in'two parts rotating together.

Referring now to the modified form of my device shown in Figure '7, only as a detail view of the spur gear driving engagement means, this form would be in general similar to the first form described but the modified form of engagement between the primary shaft 2 and the spur gear 3, 4, or direct drive is used. In vthis modified form of engagement, instead of driving lugs as used in the first form, there are employed instead rollers which may be say about one or two inches long, andabout say lone quarter or one half inch in diameter or more depending on the thickness of the spur gears and their diameter and the power to be transmitted. These rollers 80 of'which there are a plurality in each spur gear, or related thereto, roll in slots 81 in the primary shaft 2, all related to one spur gear in the same plane, and they are normally depressed inwardly by the overrunning of a related'spur gear 3 or 4, etc., but they may be elevated by the clutch and cam shaft 27 which latter in this case has a face portion 82 in each engagement plane which is adapted `to force the related roller outwardly into engagement with the ratchet tooth 83 ofthe related spur gear 3. The rearward side of the cam face 82 has an'inclined part 84 to which a flat leaf springhis attached and the latter spring 85 is adapted to yieldably force the related roller outwardly Aduring the overrunning period, that is when the next succeeding drive is being positively engaged.

While I have shown particular detailed devices and combinations of devices inthe illustration of my device I contemplate that other detaileddeices and combinations Yof devices may be used in the realization of my device, particularly that different control means may be used and that other individual driving lugs or forms thereof may be used and that particularly that the roller form of ratchet drive together with my cam expanding means successively engaging series of rollers maybe used.

What I claim is:

1. In a transmission means, a main driving member, a main driven member, transmissionsets each having an engageable member adapt' able to be engagedbetween the driving and driven member, a primaryshaft Vaxially located in anV engageable memberv of veach-transmission set, en-

gaging elements rel'atedonej-to each engageable member, a cam membercarried rotationally by one of the main members and having a face contour adapted for engaging actuation ofthe engaging elements in progressive rotary movement having an engageable member adaptable to lbe engaged between the driving and the driven mem# bers, a primary shaft axially located in an en- .l

gageable member of each gear set, radially. extensible engaging elements related one to each engageable. memberand having each 'coordinated' radially retractible cam follower faces, a cam member carried rotationally by one of thelmain driving and driven members and having a face contour adapted for'movement of the engaging elements by contact with the cam follower faces in progressive order by relative rotary movement of the primary shaft and cam-member, a control means comprising resisting units onrone of `the' primary shaft (and cammembers and locking meansaxially reciprocable ofthe other member,`

procuring interaction of the resisting units-and the locking means to permit limited progressive relative rotational movement' between the primary shaft and cam member.

3. In a transmission means, a main' driving member, a main driven member, gear sets eachk having an Vengageable member, adaptableY to be engaged betweenthe driving and driven'memf" bers, a primary-shaft axially located in an enjgageable member of each gearrset, radiallyextensible engaging elementsrelated one Vto each engageable member and having each coordinated radially retractible cam'V follower faces, ay cam member carried rotationally byone of the main driving and driven members, and having a face contour adapted for movement ofthe engaging elements by contact with the cam follower faces in progressive order by Vrelative rotaryv movement of the primary shaft and cam member, a control means comprising resisting 'units on one of the primary shaft and cam members and locking means Yaxiallyreciprocable of the other member procuring interaction Vof the resisting units and the locking means to permit limited progressive relative rotational movementv between the primary shaft and cam member and a `manual means for imparting the axially reciprocablel movement. Y. 4. In a transmission means, amain driving member and a main drivenV member, 'gear sets each having an engageable member adaptable to I I be engaged between the driving and driven members, an engine shaft and a main'clutch between the engine shaft and main driving member, a pri-v maryl shaft axially vlocated in anY engageable member of each gear set, radially extensible engaging elements related one toeach engageable member and having each coordinated radially retractible cam follower faces, a cam member carried rotationally by one of the main driving and driven members and having a face contour adapted for movement of the engaging elements by contact with the cam follower faces inprogressive order byfrelativerotary movementof the primary shaft and camY member, a control means comprising resisting units on one of the primary shaft and cam members' and locking means axially recipiocable of the other' member procuring interactionof the resisting units and the locking means to permit limited progressive relative rotational movement Ybetween the primary shaft and cam member and connecting linkage between the main clutch actuating lever and the locking means for imparting the axially reciprocable movement to the locking means on partial disengagement of-the main clutch.

5. In a( transmission means, amain driving member, a main driven member, gear sets each havingan engageable member adaptable to be engaged between the driving and driven members, a primary shaft axially located in an engageable member of each gear set,'engaging elements related one toeach rengageable member and having each related cam follower faces, a cam member carried rotationally by one ofthe main members and'having'a f ace contour adapted for movement ofthe engaging elements by contact with the cam follower faces in progressive order by relative rotary movement or the primary shaftand cam member, a control means comprising resisting units on one of the primary shaft and cam members and locking means axiallyreciprocable Aof the other member procuring interaction of the resisting units and the locking means to permit limited progressive relative rotational movement between the primary shaft and cam member and a yieldable element for compression by the relative rotational movement and for retrogressive movement relatively of the primary shaft and cam member en extreme movement of the locking means for relative release*` of the members. v

6. In a transmission means, a main driving member and a main driven member, gearv sets each having an engageable member adaptable to be' engaged between the driving and driven members, a primary shaft axially located in an engageable member o1" each gear set,1radially extensible engaging elements related one to each engageable member and having each coordinated radially retractible cam follower faces, a cam member carried rotationally by one of the-,main members and having-a face contour-,adapted for movementof the engaging elements by contact with the cam follower faces in progressive vorder by relative rotary movement of the primary shaft andY cam member, and a control means comprising Vresisting units transversely of kone Vof the primary shaft and cam members and locking means having blocking surfaces in two planes transversely thereof and axially reciprocableof the other member to place the resisting units alternately in the two planes procuring interaction of the resisting units and the locking means to permit limited progressive relative rotational movement between the primary shaft and cam member.

7. In a transmission means, a main driving member, a maindriven member, transmission sets eachhaving an engageable member adaptable to be engaged between the driving and driven member, a primary shaft axiallylocated in an engageable member of each transmission set, engaging elements related one to each engageable member, a cam member carried rotationally by one of the Amain members and having a face contour adapted for engaging actuation of the engaging elements in progressive rotary movement relative to the primary shaft, a yielding spring engaged rotationally-between the cam member and primary shaft `for progressive tension accumulation, a control means comprising rotation resisting means on the primary shaft and rotation resisting means on' the cam, member and means whereby one of the rotation resisting means is axially reciprocable ofthe other rotation resisting means to Vpermit limited progressive relative rotational movement between the primary shaft vand the cam member.

8. In a transmission means, a main driving member/a main driven member, transmission sets eachv having an engageable member adaptableV to be engaged between the driving and driven members, a primary shaft axially located in an engageable member ofeach transmission set, engaging elements related one to each en? gageable member, a'cam member carried rotationallyby one of the mainmembersand having a face-contour adapted fior engaging actuation of 4the engaging elements in progressive rotaryV movement relative to the primary shaft, a yieldable 'spring engaged rotationally between the cam member and primary'shaft for progressive tension accumulation, a controlmeans-comprising rotation resisting means on the primary shaft and rotation resisting means on the cam member one of'therotation resisting means being axially reciprocableof the other to permit limited progressive relative rotational vmovement betvveenl the primary vshaft and the cam member and a means for imparting the axially reciprocable movement to the reciprocable rotation resisting means.

9. In a transmission Vmeans, a main driving member, al main driven member, transmission sets each having an engageable member adaptable to be engaged between the driving andl driven members, a primary shaftV axially located in an engageable member of each transmission set, engaging elements related one to each engageable member and having each a related cam follower face, `a cam member carried rotationally by one of the main members and having face contour adapted forengaging actuation of the engaging elements by contact with the cam follwer faces in progressive order by relative rctary movement of the primary shaft and cam member, a yieldable spring engaged rotationally between the cam 'member and primary shaft for progressive tension accumulation, a control means comprising rotation resisting-means on the Vcam member and rotation resisting means on the Vprimary shaft and means whereby one of the rotation resistingrneans is axially reciprocable of the other rotation resisting means to permit limited progressivey relative rotational movementv between lthe primary shaft'and the cam member.

10. VIn(v a transmission means, a main driving member, a mainvdriv'en member, transmission sets each having an engageable member adaptable to be engaged between the driving and driven member, a primary shaft axially located in an engageable member of each transmission set, engaging elements related one to each engageable member and having each a related cam follower face', a cam member carried rotationally byone of the main, driving and 4driven members and having a facencontour adaptedhfor engaging actuation of the engaging elements by contact with the cam followerV faces in progressive order by relative rotarymovement of the primary shaft and the cam member, a yieldable spring engaged rotationally vbetween the cam member and primary shaft for progressivetension accumulation, a control means comprising rotation resisting means on the primary shaft and rotation resisting means on the cam member one of the rotation resisting means being axially reciprocable of thev other rotation resisting means to permit limited progressive relative rotational movement between the primary shaft and the cam member and a means for imparting the axially reciprocable movement to the reciprocable rotation resisting means.

, 11. Inra transmission means, aV main driving member, a main driven member, transmission sets each having an engageable member adaptable to be engaged between the driving and driven members, a primary shaft axiallylocated in an Yengageable member of each transmission set, engaging elements related one to each engageable member and having each a related cam follower facea cam member carriedrotationally by one of the main driving and driven members andv having a face contour adapted for engaging actuation of the engaging elements by contact with the cam follower faces in progressive order by relative rotary movement of the primary shaft and cam member, a control means comprising rotation resisting means onrthe primary shaft and rotation resisting means on the'cam member one of the rotation resisting -means being axially reciprocable of the other rotation resisting means to permit limited progressive relative rotational movement between the primary shaft and the cam member and a yieldable element engaged rotationally between the cam member and primary shaft opposing the progressive relative rotational movement end inducing retrogressive movement of the cam member relatively to the primary shaft on subsidence of driving torque on the main driving member.

l2. In a -transmission means, a main driving member, a .main driven member, transmission sets each having an engageable member adaptable to be engaged between the driving and driven members, a primary shaft axially located in an engageable member of each transmission set, engaging elements related one to each engageable member and having each a related cam follower face, Va cam member carried rotationally by one of the main driving and driven members and having a face contour adapted for engaging actuaf tion ofthe engaging elements by contact with the cam follower faces in progressive order by relative rotary movementof the primary shaft and the cam member, a yieldable spring engaged rotationally between the cam member and primary shaft for progressive tension accumulation, a control means comprising resisting means having resisting elements in two planes transversely of the rotational axis and a complementary resisting means, one of the resisting means being carried rotationally by the primary shaft and the other by the cam member, and one of the resistingv means being axially reciprocable and cooperable with the other resisting means procuring interaction between the resisting elements and complementary resisting means to permit limited progressive relative rotational movement between the primary shaft and the cam member.

13. In a transmission means, a main driving member, a main driven member, transmission sets each having an engageable memberadaptable to be engaged between the driving and driven members, a primary shaft located in an engageable member of each transmission set,

engaging elements relatedy one'to each engageable member each oscillatablewith a cam follower and a cam membercarried rotationally by one of the main drivingand driven members and having aface contour adapted for engaging actuation of the engaging elements by contact with the cam followers in progressive order by relative rotary movement of the primary shaft and the cam member, a yieldable spring engaged rotationally between the cam member and primary shaft for progressive tension accumulation,

a control means comprising rotation resisting means on the cam member and rotation resisting Y means on the primary shaft, one of the rotation resisting means being axially reciprocable ofthe other rotation resisting meansto permit limited progressive relative rotational movement be`- tween Ythe primary shaft and the cam member A and a means for imparting the axiallyrecipro-I cable movement to the reciprocable rotation resisting means. l

14. In a transmission means, a main driving Y member, Va main driven member, transmission sets each having an engageable member adapt-lY able to be engaged between the driving and driven members, a primary shaft axially-located in an engageable member of each transmission set, engaging elements related one to each engageable member and carried by related cam fol-v lowers, a cam member carried rotationally by one of the main driving and driven members andv havinga face contour adapted for engaging actuation of the engaging elements by contact with the cam followers in progressive order by relative rotary movement of the primary shaft and the cam member, a control means comprising rotation resisting means on the cam member and 1' rotation resisting means on the primary shaft, one of the rotation resisting means being axially reciprocable of the other rotation resisting means to permit limited progressive relative r0- tational movement between the primary shaft and the cam member and a means for'imparting member, a main driven member, gear sets each having an engageable member adaptable toibe engaged between the-driving and the driven member, a primary shaft axially locatedin anV engageable member of each gear set, radially extensible engaging elements related one-.to each engageable member and having each coordinated radially retractible cam follower faces, a -caxn0 member carriedrotationally by one of the main driving andv driven members and rhaving a face contour adapted for movement of the engaging elements byfcontact with the cam follower faces in progressive order by relative rotary movement of the primary shaft and cam member, a progressive step-movement control means between the cam member and the primary shaft whereby Y the cam member may be/permitted a limited f stepped relative movement for control of the engagement.

` ADOLPHE C. PETERSON. 

